Tramway-locomotive



(No Model.) 3 Sheets-Sheet 2.

G. D. GILBERT.

TRAMWAY LOGOMOTIVE. No. 413,505. Patented 001;. z2, 1889.

N. Pneus, Pnmmmognpner. www, u. c.

' (No Model.)

TRAMWAYLOGOMOTIVE. Y

` Patented Oct. 22, l1889.. i

Kwam 35 M uw y UNITED STATES' PATENT QFEICE GEORGE D. GILBERT, OF CORRY, PENNSYLVANIA.

TRAMwAY'fnocot/lo'rlvs.

SPECIFICATION forming part of Letters lpatent No. 413,505, dated October 22, 1889.

Application filed August 9, 18%439. Serial Na 320,206- (No model.)

To all whom it nia/y concern:

Be it known that I, GEORGE D. GILBERT, a

citizen of the United States, residing at Corry, in the county of Erie and State of Pennsylva' nia, have invented certain new and useful Improvements in Tramway-Locomotives and I do hereby declare the following to be a full, clear, and exact description of the invention,

such as willenable others skilled in the art to a top or plan view of the running-gear and.

' engine. Fig. 3 is a transverse vertical section on the line x in Fig. l. Fig. 4 is a side elevation of one of the trucks. Fig. 5 is a top or plan view of one of the trucks. Fig'. 6 is a transverse vertical section of one of the trucks, taken on the line 'y y in Fig. 4. Fig. l'7 is a longitudinal view of one of the boxes F.

Letters of reference denote parts as follows:

.A marks the bed-frame of the locomotive; B B, the two trucks; B B', the side frames of the trucks; B2 B2, the cross-bars at the ends of the truck-frames; B3 B4, the central crossbars of the trucks; b, the axles; C, the longitudinal centrally-located propelling-shaft; D, the pinions on said shaft; E and E', the gearing on the axles; F, the double right-angle boxes which receive the shaft C andthe axles b; G, universal joints in the shaft C; I, the driving-engines; and I', I2, I3, I4, I5, I6, and I7, the gearing by which the link-movements of the engines are simultaneously controlled.

Other letters marking minor parts will be referred to in place in the following general description.

In Letters Patent of the United States No. 393,896, issued to me December 4, 1888, I show, describe, and claim the same propellinggear which I here show; but my present in-i vention is not limited to the use of suchgearlng.

Where a centrally-located continuous driving-shaft is used, it must run either over or below the axles and driving-pinions on the shaft, and on the axles must be skew-gears,

and when power is being communicated from the shaft to the axles the tendency is for the shaft and axle to spring and throw the gears out of their proper plane. I have found it necessary to provide means for holding'the shaft C and axle b rigidly in place,.and the most convenient and serviceable appliance for the purpose I have found to be the double journal-boxes F. l(Shown in Figs. 1, 2, 5, and 7.) This double journal-box has two shaftopenings-one at right angles to the other. The lower of these openings receives the axle b. of the truck and the upper the shaft C. I make? the lower box so that it can be clamped upon the axle, and the upper box I make solid andthread the shaft through it; 'but this detail may be varied. This box goes on Vthe axle immediately in front of the driven gear E, and it holds the shaft C and axle b firmly against springing. Locomotives of this class are generally used on uneven and crooked roads, and as all the wheels are driving-wheels it is very desirable that they at all times set firmly upon the track. To secure this result, I make a jointed truck-frame, which is illustrated fully in Figs. 4, 5, and 6.

The two central cross-bars B3 and B4 have round tenons on their ends, which set on boxes h3 and b4, respectively, and are secured therein by ybolts and caps b5. The cross-bars B2 at the ends of the frames are hinged to the side frames B by pivot-bolts b2. This combination gives iiexibility to the frameof the truck, so that no matter how un even the track may be the wheels will all rest upon it.

In locomotives of this class it is desirable that the engines act directly upon the propelling-shaft O and not through gearing, and that they be so placed as to counterbalance each other and as low down as possible. This I accomplish by setting the two engines in an inclined position and at right angles to each other, thus forming a V, with the shaft C at the apex and the cylinders at the upper extremities of the arms of the V. This arrangement is clearly shown in Figs. 1, 2, and 3.- It will be observed that there is but one crank H required in the shaft, and that the connecting-rod of each engine connects with the one wrist-pin. The engines, it will be seen, are nearly all below the floor of the eab, and the parts not below the floor are below the side seats S and supported on the frame-work A. This arrangement not only economizes room, but it brings the weight of the engines well down between the wheels, where it should be to avoid vibratory action and prevent top-heaviness. It will further be seen that the engines are placed in front of the fire-box K of the boiler, and that the iireman in passing fuel from the tender T vto the lire-box will stand above the engines.

. The link-moven1ent valve-gears of the engine need not be described, as they are of ordinary construction; but the two valve-gears are connected together by the links 17717 I6 and the bell-crank levers I5, and the operatinglever I is connected with those. parts by the rockarm I2, link 13, and the arm I4, extending from one of the bell-cranks I5, so that the engineer can govern both engines alike from his position in the cab.

What I claim as new isl. In a locomotive of the type herein shown, the combination, with the axles b and the skew-gears E thereon, the propelling-shaft C,

crossing said axles at right angles, and the skew-pinions D thereon, meshing with the said skewTgears E, of the double-journaled boxes F, embracing the Said axles and shaft, substantially as shown.

2. In a locomotive of the type herein shown, the eombination,with the side truck-fram es B carrying j ournaled boxes b3 and b4, of the middle cross-bars BB and B4, jonrnaled in said boxes b3 b4, and the end cross-bars B2 B2, hinged at each end to the said side frames B substantially as shown.

3. In alocornotive of the type herein shown,

lthe combination of a boiler, a cab back of 

